Large Tower Railroad Transportation System and Method

ABSTRACT

A system for transporting tower with a first end, a second end, and an elongated portion, using a railcar with a deck for carrying a load. The system includes a first support means for disposition between the railcar and the tower at a first location, and that is adapted to support the tower above the deck. The system also includes a first saddle assembly with a base for resting upon the deck of the railcar, and a saddle that conforms to the shape of a large tower. The saddle assembly is adapted to support the tower above the deck. The system also includes a spacer assembly, for disposition between the saddle of the first saddle assembly and a second location along the elongated portion of the tower, and that has a saddle rest that conforms to the shaped of the saddle, and that has a spacer saddle that conforms to the shape of the elongated portion of the tower at the second location.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to transporting large towers. Morespecifically, the present invention relates to a system and method fortransporting large monopole towers and tower sections, such as towersused to support commercial wind turbines, using one or more railcars.

2. Description of the Related Art

Large-scale wind turbines are used to generate electrical power. Suchwind turbines consist of a tall tower with a generator nacelle rotatablycoupled about the top of tower's vertical axis. A rotor hub extends outa horizontal axis of the nacelle. Two or more turbine blades areconnected to the rotor hub at right angles to the horizontal axis.During operation, prevailing winds cause the turbine blades to rotateabout the rotor hub's horizontal axis. The rotational forces are coupledto a generator within the nacelle, which produces electricity. Thenacelle rotates about the vertical axis of the tower to maintain thewind turbine blades in proper orientation to the direction of theprevailing winds.

The various components of a large-scale wind turbine may be manufacturedat different geographic locations, which may be anywhere in the world.For example, a manufacturer who wishes to assemble a wind turbinegenerator tower in the United States may have the towers manufactured inKorea, the nacelles manufactured in Denmark and the blades manufacturedin Germany. These components must then be transported to the ultimatepower generation site, assembled, erected, and placed into operation.Since the manufacturing operations may be spread across the world,transportation of the components to the generation site may utilize allmodes of transportation, including ships, barges, trains and trucks. Thevarious components are expensive to manufacture, and include delicatecomponents that must be protected and handled properly duringtransportation. The transportation issues are exacerbated in that thecomponents may be transported using plural modes during their journey.For example, a wind turbine tower manufactured in Korea may travel byship across the ocean, then via railroad to a location in the geographicarea of the generation site, and then finally by truck to the ultimatedestination. Mounting fixtures are needed to adapt the particularcomponent being transported to each mode of transportation.

The evolution of technology and the economies of scale have lead to thedevelopment and deployment of large-scale wind turbines with larger andlarger proportions. The power generation capacity of a large-scale windturbine is directly related to the length of the turbine blades, whichdefine the swept area and power capacity of the turbine. The turbineblade proportions, in turn, are determinative of the tower height, asare the prevailing wind conditions. Tower height and wind loadingestablish the tower's strength requirement. Generally, wind turbinetowers will taper from the base to the top, as this provides therequisite strength with the minimum of material and fabrication cost.Transportation and fabrication constraints commonly dictate that talltowers be separated into plural tower sections, which are finallyassembled at the generation site. Transportation of long towers andtower section presents significant challenges to transportationengineers, particularly in the case of railroads, where the railroadprofile is tightly limited and the trains must traverse curved sectionsand complex rail yards. Additionally, the requirement to fix towers andtower sections to railcars during transport, particularly given thetapered profile, creates the need for specialized fixtures, and thecorresponding expense in their fabrication and utilization. Thus it canbe appreciated that there is a need in the art for a system and methodaddressing the problems related to transportation of long and heavytowers and tower sections via rail.

SUMMARY OF THE INVENTION

The need in the art is addressed by the systems and methods of thepresent invention. The present invention teaches a system fortransporting a tower with a first end, a second end, and an elongatedportion, using a railcar with a deck for carrying a load. The systemincludes a first support means for disposition between the railcar andthe tower at a first location, and that is adapted to support the towerabove the deck. The system also includes a first saddle assembly with abase for resting upon the deck of the railcar, and a saddle thatconforms to the shape of a large tower. The saddle assembly is adaptedto support the tower above the deck. The system also includes a spacerassembly, for disposition between the saddle of the first saddleassembly and a second location along the elongated portion of the tower,and that has a saddle rest that conforms to the shaped of the saddle,and that has a spacer saddle that conforms to the shape of the elongatedportion of the tower at the second location.

In a specific embodiment, the foregoing system further includes a deckbracket that is fixed to the deck of the railcar, and, the first saddleassembly includes a mount fixed thereto. The mount is removably engagedwith the deck bracket, which fixes the first saddle assembly to the deckof the railcar. In a refinement to this embodiment, the mount is agusset fixed to the first saddle assembly, and the deck bracket and themount are engaged with a removable pin or bolt.

In a specific embodiment of the foregoing system, the first spacerassembly is located with respect to the first saddle assembly with acorresponding locator pin and locator pin hole. In another specificembodiment, the first spacer assembly further includes a web portiondisposed between the saddle rest and the spacer saddle. A bracket isfixed to the web portion and is aligned to engage the sides of thesaddle of the first saddle assembly, which retains the first spacerassembly to the first saddle assembly. In another specific embodiment,the spacer assembly is split into two halves.

In a specific embodiment, the foregoing system further includes aresilient saddle liner disposed between the spacer saddle and the secondlocation along the elongated portion of the tower. The resilient saddleliner may have a thickness in the range of 0.25 inches to 2.0 inches. Inanother specific embodiment, the first support means is a support footthat is fixed to the deck of the railcar and connected to the first endof the tower. In a refinement to this embodiment, the support footfurther includes a deck bracket fixed to the deck of the railcar and aload adaptor that is disposed between the deck bracket and the first endof the tower. The load adapter includes plural connections means adaptedto connect to plural different tower configurations.

In a specific embodiment of the foregoing system, the first supportmeans is a second saddle assembly that is substantially the same as thefirst saddle assembly, and, the first location is disposed along theelongated portion of the tower in an area having a larger circumferencethat at the second location. In another specific embodiment, the systemfurther includes a stop fixed to the deck of the railcar that is engagedto the second end of the tower, so as to resist longitudinal and lateralmovement therebetween. In a refinement to this embodiment, the stopfurther includes a deck bracket fixed to the deck of the railcar and astop adaptor disposed between the deck bracket and the second end of thetower. The stop adapter includes plural connections means adapted toconnect to plural different tower configurations.

In a specific embodiment of the foregoing system, wherein the tower iscomprised of plural disassembled tower sections and the assembled towergenerally tapers from a first end to a second end, the system furtherincludes plural saddles assemblies that are substantially identical anddisposed upon plural railcars. And, the system further includes pluralspacer assemblies, each having a spacer saddles, disposed upon theplural saddles assemblies. The size of the plural spacers saddles aregraduated to accommodate the tapered profile of the plural towersections.

In other specific embodiments of the foregoing system, the saddles maybe arcuate or polygonal. In another specific embodiment of the foregoingsystem, the spacer rest and the spacer saddles are shaped to adaptbetween different tower elongated section profiles, selected from round,elliptical, triangular, square, and polygonal.

In a specific embodiment, wherein the system is for further transportinga second tower section on second railcar having a deck for carrying aload, and wherein the tower and the second tower section are for joininginto a unified tower assembly, and wherein the second tower sectionoverhangs a first end of the second railcar, and the second railcar iscoupled to the railcar, the system is configured as follows. The firstsupport means is a second saddle assembly that is substantially the sameas the first saddle assembly, and the first location is disposed alongthe elongated portion of the tower in an area having the substantiallylargest circumference of the unified tower assembly. The system furtherincludes a third saddle assembly and a fourth saddle assembly that aresubstantially identical to the first saddle assembly, and that aredisposed upon the deck of the second railcar for supporting the secondtower section there above. The system also includes a second spacerassembly, that is configured substantially the same as the first spacerassembly except that a second spacer saddle conforms to the shape of theelongated portion of the second tower section at a third location, andthe second spacer assembly is disposed between the third saddle assemblyand the second tower section at the third location. In addition, a thirdspacer assembly, configured substantially the same as the first spacerassembly except that a third spacer saddle conforms to the shape of theelongated portion of the second tower section at a fourth location,where the third spacer assembly disposed between the fourth saddleassembly and the second tower section at the fourth location. Finally,the second tower section is oriented above the second railcar such thatoverhang of the second tower section extends over the railcar withoutinterference with the tower disposed thereupon.

The present invention also teaches a method for transporting a tower,which has a first end, a second end, and an elongated portiontherebetween, on a railcar that has a deck for carrying a load, by usinga first support means, a first saddle assembly with a base and a saddlethat conforms to the shape of a large tower, and a spacer assembly witha saddle rest that conforms to the shaped of the saddle and a spacersaddle that conforms to the shape of the elongated portion of the tower.The method includes the steps of disposing the first support meansbetween the railcar deck and the tower at a first location, and restingthe base of the first saddle assembly upon the deck of the railcar.Also, engaging the saddle rest of the spacer assembly with the saddle ofthe first saddle assembly, and aligning the spacer saddle to conformallyengage the elongated portion of the tower at a second location, whichthereby supports the tower above the railcar deck.

In a specific embodiment of the foregoing method, where the first saddleassembly includes a mount fixed thereto, the method further includes thesteps of fixing a deck bracket to the deck of the railcar, and removablyengaging the mount of the first saddle assembly with the deck bracket,which thereby fixes the first saddle assembly to the deck of therailcar. In another specific embodiment, the foregoing method furtherincludes the step of locating the first spacer assembly with respect tothe first saddle assembly using a corresponding locator pin and locatorpin hole.

In a specific embodiment, the foregoing method further includes the stepof disposing a resilient saddle liner between the spacer saddle and thesecond location along the elongated portion of the tower. In anotherspecific embodiment of the foregoing method, where the first supportmeans is a support foot that includes a deck bracket and a load adapterwith plural connection means adapted to plural different towerconfigurations, the method further includes the steps of fixing the deckbracket to the deck of the railcar, and disposing the load adaptorbetween the deck bracket and the first end of the tower, which therebysupports the tower above the deck of the railcar.

In a specific embodiment of the foregoing method, where the firstsupport means is a second saddle assembly that is substantially the sameas the first saddle assembly, the method further includes the step ofselecting the first location along the elongated portion of the tower inan area that has a larger circumference than at the second location. Inanother specific embodiment, the foregoing method further includes thestep of fixing a stop to the deck of the railcar and engaging the stopto the second end of the tower, thereby resisting longitudinal andlateral movement therebetween. In a refinement to this embodiment,wherein the stop includes a deck bracket and a stop adaptor with pluralconnection means adapted for plural different tower configurations, themethod further includes the steps of fixing the deck bracket to the deckof the railcar, and disposing the stop adaptor between the deck bracketand the second end of the tower.

In a specific embodiment of the foregoing method, where the towerincludes plural disassembled tower sections, and wherein the assembledtower generally tapers from a first end to a second end, the methodfurther includes the steps of disposing plural saddles assemblies thatare substantially identical upon plural railcars, disposing pluralspacer assemblies, each having a spacer saddle that is graduated toaccommodate the tapered profile of the plural tower sections, upon theplural saddles assemblies, and resting the plural tower sections uponthe first saddles assembly and the plural spacer saddles.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a drawing of a train carrying a three-section tower accordingto an illustrative embodiment of the present invention.

FIG. 2 is a side view drawing of a tower section loaded on a railcaraccording to an illustrative embodiment of the present invention.

FIG. 3 is a section view drawing of a tower section loaded on a railcaraccording to an illustrative embodiment of the present invention.

FIG. 4 is a section view drawing of a tower section loaded on a railcaraccording to an illustrative embodiment of the present invention.

FIG. 5 is a side view drawing of a tower section loaded on a railcaraccording to an illustrative embodiment of the present invention.

FIG. 6 is a section view drawing of a tower section loaded on a railcaraccording to an illustrative embodiment of the present invention.

FIG. 7 is a section view drawing of a tower section loaded on a railcaraccording to an illustrative embodiment of the present invention.

FIG. 8 is a section view drawing of a tower section loaded on a railcaraccording to an illustrative embodiment of the present invention.

FIG. 9 is a side view drawing of a tower section loaded on a railcaraccording to an illustrative embodiment of the present invention.

FIG. 10 is a section view drawing of a tower section loaded on a railcaraccording to an illustrative embodiment of the present invention.

FIG. 11 is a section view drawing of a tower section loaded on a railcaraccording to an illustrative embodiment of the present invention.

FIG. 12 is a section view drawing of a tower section loaded on a railcaraccording to an illustrative embodiment of the present invention.

FIG. 13 is a section view drawing of a railroad flatcar.

FIG. 14 is a partial side view drawing of a railroad flatcar.

FIG. 15 is an end view drawing of a saddle assembly according to anillustrative embodiment of the present invention.

FIG. 16 is a top view drawing of a saddle assembly according to anillustrative embodiment of the present invention.

FIG. 17 is a side view drawing of a saddle assembly according to anillustrative embodiment of the present invention.

FIG. 18 is an end view drawing of a spacer assembly engaged with asaddle assembly according to an illustrative embodiment of the presentinvention.

FIG. 19 is an end view drawing of a spacer assembly according to anillustrative embodiment of the present invention.

FIG. 20 is a top view drawing of a spacer assembly according to anillustrative embodiment of the present invention.

FIG. 21 is a side view drawing of a spacer assembly according to anillustrative embodiment of the present invention.

FIG. 22 is an end view drawing of a split spacer assembly engaged with asaddle assembly according to an illustrative embodiment of the presentinvention.

FIG. 23 is an end view drawing of a split spacer assembly according toan illustrative embodiment of the present invention.

FIG. 24 is a top view drawing of a split spacer assembly according to anillustrative embodiment of the present invention.

FIG. 25 is a side view drawing of a split spacer assembly according toan illustrative embodiment of the present invention.

FIG. 26 is a section view drawing of a tower loaded on a flatcaraccording to an illustrative embodiment of the present invention.

FIG. 27 is a section view drawing of a tower loaded on a flatcaraccording to an illustrative embodiment of the present invention.

FIG. 28 is a section view drawing of a tower loaded on a flatcaraccording to an illustrative embodiment of the present invention.

FIG. 29 is an end view drawing of an adaptable tower stop or footaccording to an illustrative embodiment of the present invention.

FIG. 30 is a side view drawing of an adaptable tower stop or footaccording to an illustrative embodiment of the present invention.

DESCRIPTION OF THE INVENTION

Illustrative embodiments and exemplary applications will now bedescribed with reference to the accompanying drawings to disclose theadvantageous teachings of the present invention.

While the present invention is described herein with reference toillustrative embodiments for particular applications, it should beunderstood that the invention is not limited thereto. Those havingordinary skill in the art and access to the teachings provided hereinwill recognize additional modifications, applications, and embodimentswithin the scope hereof and additional fields in which the presentinvention would be of significant utility.

In considering the detailed embodiments of the present invention, itwill be observed that the present invention resides primarily incombinations of steps to accomplish various methods or components toform various apparatus and systems. Accordingly, the apparatus andsystem components and method steps have been represented whereappropriate by conventional symbols in the drawings, showing only thosespecific details that are pertinent to understanding the presentinvention so as not to obscure the disclosure with details that will bereadily apparent to those of ordinary skill in the art having thebenefit of the disclosures contained herein.

In this disclosure, relational terms such as first and second, top andbottom, upper and lower, and the like may be used solely to distinguishone entity or action from another entity or action without necessarilyrequiring or implying any actual such relationship or order between suchentities or actions. The terms “comprises,” “comprising,” or any othervariation thereof, are intended to cover a non-exclusive inclusion, suchthat a process, method, article, or apparatus that comprises a list ofelements does not include only those elements but may include otherelements not expressly listed or inherent to such process, method,article, or apparatus. An element proceeded by “comprises a” does not,without more constraints, preclude the existence of additional identicalelements in the process, method, article, or apparatus that comprisesthe element.

The teachings herein address the problems in the prior art associatedwith railroad transportation of large towers and tower sections used inconjunction with commercial wind turbine systems. A variety ofinnovative mounting fixtures are employed, including tower manufacturersupplied fixtures, fixtures permanently attached to railcars, reusablefixtures, and fixture adaptors that accommodate various towerdimensions. The combination of these fixtures enables manufacturers,railroads, and rail services providers to accommodate virtually anytower configuration using the fewest possible number of fixtures types.Additionally, a greater number of the fixture components are reusablethan in prior art systems, which substantially reduces costs. Throughapplication of the teachings herein, there is less welding and cuttingto and from the railcar decks, which improves utilization of the rollingstock and shortens turn-around time for loads.

Reference is directed to FIG. 1, which is an elevation drawing of atrain 2 transporting a three-section tower assembly via rail 1 accordingto an illustrative embodiment of the present invention. As a preliminarymatter, it is to be understood that the term “tower” and “tower section”are largely interchangeable in this disclosure. In the case where asingle railcar is carrying a single tower or tower section, there is nodistinction between the two. The distinction only exists at the time thetower is erected, which occurs after the tower or tower section has beenunloaded from the railcar. In the case where a tower assembly comprisesplural tower sections, and where all the tower sections are transportedusing a single train, then the distinction between a tower and a towersection is worth noting, in that there may be coordinated aspects of theloading and unloading of the tower sections. FIG. 1 illustrates thispoint.

The train 2 in FIG. 1 comprises three railroad flatcars 4, 6, and 8traversing railroad 1. The tower assembly comprises three towersections, which generally taper from the base to the top. Tower section12 is the base of the tower assembly, which has the largest sectiondiameter. The base tower section 12 is loaded onto the center flatcar 6,and is disposed toward one end of the flatcar 6, clearing an open areaat the opposite end of the flatcar 6. The middle tower section 14 isloaded onto flatcar 8, and has a length that consumes substantially theentire length of flatcar 8. The top tower section 10 is loaded ontoflatcar 4. Note that the length of the top tower section 10 is longerthan the length of the flatcar 4. The top tower section 10 is thereforedisposed upon the flatcar 4 such that one end of the top tower section10 extends over the next coupled flatcar 6. This explains the need todispose the base tower section 12 toward one end of its flatcar 6, asthis space provides clearance from the overhang of the top tower section4. Those skilled in the art will appreciate that flatcars 4 and 6 serveas convention “load” cars, and that flatcar 6 serves as both a load carand an “idler” car, in that flatcar 6 provides clearance for theunsupported load of flatcar 4. Other tower assembles with other numbersof tower sections, and lengths can readily be accommodated by theteachings of the present invention, and FIG. 1 serves as just oneillustrative embodiment.

Reference is directed to FIG. 2, which is a side view drawing of a towersection 12 loaded on a railcar 6 according to an illustrative embodimentof the present invention. FIG. 2 illustrates the aforementioned basetower section 12 on the center flatcar 6 of the train in FIG. 1. Therailcar 6 is a standard 90-foot flatcar with two conventional bolsters18, 20. The base tower section 12 is provided from the manufacturer withone fixed mounting foot 24, which is retained to the deck 7 of theflatcar 6 with welded retainers (not shown) as are know to those skilledin the art. The opposite end of the base tower section 12 is supportedwith a non-manufacturer provided mounting foot 22. Foot 22 may beprovided by a rail services company. In this illustrative embodiment,the mounting foot 22 is welded to the deck 7 of the flatcar 6, andretains the tower section 12 against movement in all three axes. Notethat foot 22 is positioned over bolster 18 and foot 24 is positionbetween bolster 20 and the end coupler 9. Consideration is to be givento the weight of tower section 12 and the concentrated loads applied tothe deck 7 of the railcar 6, as is understood by those skilled in theart.

Reference is directed to FIG. 3, which is a section view drawing oftower section 12 loaded on flatcar 6 at bolster 18 according to anillustrative embodiment of the present invention. The section view istaken at the position of the mounting foot 22 and bolster 18. The end ofthe tower section 12 includes an external flange 26 with a plurality ofbolt holes therethrough. The mounting foot 22 includes a plate withslotted holes, which align with the bolt holes in flange 26. Pluralbolts (not shown) are used to connect the mounting foot 22 to the flange26, thereby supporting the tower section 12 above the deck 7 of theflatcar 6. The mounting foot 22 also include plural gussets that arewelded to the deck 7 of the flatcar 6.

Reference is directed to FIG. 4, which is a section view drawing oftower section 12 loaded on flatcar 6 at mounting foot 24 according to anillustrative embodiment of the present invention. The manufacturerprovided mounting foot 24 has been previously connected to an internalflange 28 of the tower section 12. The foot 24 is connected to the deck7 of the flatcar 6. The techniques for connection are known to thoseskilled in the art.

Reference is directed to FIG. 5, which is a side view drawing of themiddle tower section 14 loaded on flatcar 8, previously referenced inFIG. 1, according to an illustrative embodiment of the presentinvention. Flatcar 8 is a conventional 90-foot flatcar with a pair ofconventional bolsters 48, 50, and a load deck 11. In this embodiment,the tower section 14 has a length approximately as long as the flatcar 8deck 11, and therefore does not overhang the deck 11, nor does itprovide any clearance for adjacent load overhang. The middle towersection 14 includes an internal flange 30 on its larger circumferenceend, which engages the base tower section when the tower is finallyassembled. The flange 30 is also used as an attachment point for thestop 34 disposed between the deck 11 of the flatcar 8 and the towersection 14 during transit. The stop 34 retains the tower section 14against longitudinal movement with respect to the flatcar 8. To a lesserextend, the stop 34 also retains the tower section 14 against lateralmovement, and the primary lateral support is by saddles assemblies 38,42. The weight of the tower section 14 is supported by a first saddleassembly 38 located over bolster 48, and a second saddle assembly 42located over bolster 50. The second saddle assembly 42 also includes aspacer assembly, discussed further hereinafter. It is preferable tolocate the saddles assembles 38, 42 over the bolster 48, 50 because theweight of the tower is transferred more directly to the underlying rails1. This arrangement mitigates any issues with respect to concentratedloads placed upon the flatcar 8, provided that the total loading doesnot exceed railroad and railcar design limits, as are known to thoseskilled in the art.

Reference is directed to FIG. 6, which is a section view drawing oftower section 14 loaded on railcar 8, as described with respect to FIG.5, and according to an illustrative embodiment of the present invention.The section view is taken at the location of the flange 30 end of towersection 14. The internal flange 30 of the tower section 14 is visible.After the tower section 14 is loaded onto the flatcar 8, pluralconnecting bolts join the flange 30 to the stop 34, which has previouslybeen fixed to the deck 11, such as by welding or other suitable means.As illustrated, the stop 34 is comprised of an attachment plate boltedto the flange 30, and of plural gusset plates welded to the attachmentplate and the deck 11 of the flatcar 8. Those skilled in the art willappreciate that other stop designs could be envisioned that provide therequisite retention of the tower section 14 against longitudinal andlateral movement.

Reference is directed to FIG. 7, which is a section view drawing oftower section 14 loaded on railcar 8 according to an illustrativeembodiment of the present invention. The section view is taken at theposition of bolster 48 of the flatcar 8, which is also the location ofsaddle assembly 38. The saddle assembly 38 is fixed to the deck 11 ofthe flatcar 14. There are various means for fixing the saddle assemblyand deck together, which will be more fully discussed hereinafter. Theupper surface of the saddle assembly 38 is a saddle that conforms to theshape of the tower section 14 at a location along the elongated portionof the tower section at which the saddles assembly engages. Since thetower 14 in this illustrative embodiment is circular in cross section,the saddle 38 is an arcuate circular section, conforming to the exteriorshape of the tower section 14. In this illustrative embodiment, theengagement point is adjacent to the largest end of the tower section 14.Since the tower assembly generally tapers, saddle assembly 38 has thelargest arcuate diameter required to support this tower assembly. Notethat a resilient saddle liner 40 is disposed between saddle assembly 38and the surface of the tower section 14. The liner 40 serves to protectthe surface finish of the tower section 14 and to accommodate smallvariances between the to two surface shapes. The resilient liner can befabricated from any suitable material known to those skilled in the art,such as rubber, synthetic rubber, polymeric foams, or other syntheticmaterials possessing the requisite resilient characteristics.

Reference is directed to FIG. 8, which is a section view drawing oftower section 14 loaded on railcar 8 according to an illustrativeembodiment of the present invention. This section view is taken at thelocation of bolster 50, which is also the location of saddle assembly42. Saddle assembly 42 is substantially the same as saddle assembly 38of FIG. 5. The advantage of making the saddle assemblies the same islower production costs, reduced inventory overhead, and greaterutilization of assets. The need to accommodate different sizes andshapes of tower cross sections are addressed by employing particularspacer assemblies. In FIG. 8, spacer assembly 44 is positioned on top ofsaddle assembly 42, and adapts the conformal shape of the saddleassembly 42 to the exterior shape of the tower section 14 at thelocation of support of saddle assembly 42. Since the tower section 14has a smaller diameter at the location of saddle assembly 42, the spacerassembly 44 presents a correspondingly smaller diameter spacer saddleprofile. Note that a resilient liner 46 is disposed between the spacerassembly saddle 44 and the tower 14. Also note that the saddle assembly42 is fixed to the deck 11 of the flatcar 8 using pins disposed betweenfixed deck brackets and gussets on the saddle assembly (see referencenumeral 45 generally, which will be more fully detailed hereinafter).

Reference is directed to FIG. 9, which is a side view drawing of theupper tower section 10 loaded on flatcar 4, as previously referenced inFIG. 1, and according to an illustrative embodiment of the presentinvention. Flatcar 4 is a conventional 90-foot flatcar with a pair ofconventional bolsters 60, 62, and a load deck 13. In this embodiment,the tower section 10 has a length this is substantially longer than thedeck 13 of the flatcar 4. The tower section 10 is arranged to overhangone end of the flatcar 4, and thusly requires clearance on an adjacentflatcar (not shown) in the train. As was discussed with respect to theflatcar 6 and tower section 12 hereinbefore, the requisite clearance isprovided by shifting the position of tower section 12 on the adjacentflatcar. The upper tower section 10 includes an internal flange 52 onits larger circumference end, which engages the middle tower sectionwhen the tower is finally assembled. The flange 52 is also used as anattachment point for the stop 54 disposed between the deck 13 of theflatcar 8 and the tower section 14 during transit. The stop 54 retainsthe tower section 10 against longitudinal movement with respect to theflatcar 4. To a lesser extend, the stop 54 also retains the towersection 10 against lateral movement. The weight of the tower section 10is supported by first saddle assembly 56 located over bolster 60, and asecond saddle assembly 58 located over bolster 62. Both saddleassemblies 56, 58 also include corresponding spacer assemblies,discussed further hereinafter. Since all of the saddle assemblies forthis tower section 10, and the tower section 14 are substantially thesame, and since the tower sections gradually taper, the spacersaccommodate the gradual reduction on the tower circumference, therebymaintaining a proper conformal fit to the tower sections at everysupport location.

Reference is directed to FIG. 10, which is a section view drawing oftower section 10 loaded on railcar 4, as described with respect to FIG.9, according to an illustrative embodiment of the present invention. Thesection view is taken at the location of the flange 52 end of towersection 10. The internal flange 52 of the tower section 10 is visible.After the tower section 10 is loaded onto the flatcar 4, pluralconnecting bolts join the flange 52 to the stop 54, which has previouslybeen fixed to the deck 13, such as by welding or other suitable means.As illustrated, the stop 54 is comprised of an attachment plate boltedto the flange 52, and of plural gusset plates welded to the attachmentplate and the deck 13 of the flatcar 4. Those skilled in the art willappreciate that other stop designs could be envisioned that provide therequisite retention of the tower section 10 against longitudinal andlateral movement.

Reference is directed to FIG. 11, which is a section view drawing oftower section 10 loaded on railcar 4 according to an illustrativeembodiment of the present invention. The section view is taken at theposition of bolster 60 of the flatcar 4, which is also the location ofsaddle assembly 56. The saddle assembly 56 is fixed to the deck 13 ofthe flatcar 4. There are various means for fixing the saddle assemblyand deck together as will be appreciated by those skilled in the art. Inthis illustrative embodiment, a combination of fixed deck brackets,gussets on the saddle assembly, and pins or bolts (see reference numeral55 generally) are employed to removably fix the saddle assembly 56 tothe deck 13. The upper surface of the saddle assembly 56 is a saddlethat conforms to the largest shape of tower section 14, discussedhereinbefore. The smaller circumference of tower section 10, at thelocation at which saddle assembly 56 provides support, is accommodatedwith spacer assembly 64. Spacer assembly 64 adapts from the largerarcuate diameter of the saddle of saddle assembly 56 to the actualarcuate diameter of the exterior of tower section 10 at the point ofsupport. Also, a resilient saddle liner 66 is disposed between saddlesassembly 64 and the surface of the tower section 10.

Reference is directed to FIG. 12, which is a section view drawing oftower section 10 loaded on railcar 4 according to an illustrativeembodiment of the present invention. The section view is taken at theposition of bolster 62 of the flatcar 4, which is also the location ofsaddle assembly 58. The saddle assembly 58 is fixed to the deck 13 ofthe flatcar 4. In this illustrative embodiment, a combination of fixeddeck brackets, gussets on the saddle assembly, and pins or bolts (seereference numeral 57 generally) are employed to removably fix the saddleassembly 58 to the deck 13. The upper surface of the saddle assembly 58is a saddle that conforms to the largest shape of tower section 14,discussed hereinbefore. The smaller circumference of tower section 10,at the location at which saddle assembly 58 provides support, is thesmallest diameter supported in this embodiment, and is accommodated withspacer assembly 68. Spacer assembly 68 adapts from the larger arcuatediameter of the saddle of saddle assembly 58 to the actual arcuatediameter of the exterior of tower section 10 at the point of support.Also, a resilient saddle liner 70 is disposed between saddles assembly64 and the surface of the tower section 10.

Reference is directed to FIG. 13 and FIG. 14, which are an end sectionview and a side section view drawing, respectively, of a railroadflatcar 72 with a pair of attachment brackets 74 attached thereto, andaccording to an illustrative embodiment of the present invention. Thebrackets 74 are configured using steel plate bent to form a box-likeshape with one surface angled to match the angle of the saddle assemblyside plate. A hole is formed through the bracket 74 to accept a pin orbolt, which also engages a corresponding hole on a gusset of the saddlesassembly, which is more fully described hereinafter. The brackets 74 arewelded to the deck 73 of the flatcar 72. There is one bracket 74 on eachside of the deck 73 of the flatcar 72, each engaging an opposite side ofthe saddle assembly.

Reference is directed to FIG. 15, FIG. 16, and FIG. 17, which are an endview, top view, and side view drawing, respectively, of a saddleassembly 78 according to an illustrative embodiment of the presentinvention. This saddle assembly is fabricated from mild steel and isdesigned to accommodate the largest diameter tower section contemplatedfor the system. Since diameter is particularly associated with acircular cross section member, it is more appropriate to reference thesaddle assembly 78 size as accommodating the largest ‘circumference’ ofa tower section contemplated in the systems. This term more fullyencompasses other tower cross-sections, which may be ellipses, ovals,triangles, squares, polygons or any other arbitrary shape. The base 82of the saddle assembly 78 is a flat plate for engaging the flat deck ofa railcar, such as a flatcar. A pair of side plates 81 extend upwardlyand outwardly from the base 82 and each terminate with bend to a flange86, which has a locator pin hole 90 formed therethrough. Three webplates 80 are disposed between the side plates 81 and the base plate 82.The upper surface of the web plates 80 are cut to match the profile ofthe tower section, which in this embodiment is a circular profile. Asaddle plate 84 is fixed to the top of the web plates 80 and to the sideplates 81 at the bend to the flanges 86. A pair of gusset plates 88 arefixed to either side of the assembly, which a corresponding cut-out inthe base plate 82 to engage the deck brackets 74 discussed with respectto FIG. 13. In FIG. 15, the gusset plates 88 have holes formedtherethrough to accommodate pins or bolts, which fix the saddlesassembly 78 to the railcar 72 via the aforementioned deck brackets 74.

Reference is directed to FIG. 18 which is an end view drawing of aspacer assembly 92 engaged with the saddle assembly 78 described withregards to FIG. 15, and according to an illustrative embodiment of thepresent invention. The saddle of the saddle assembly 78 provides thesupport surface for the spacer assembly 92. A pair of pins 100 fixed tothe spacer assembly 92 at its flanges, engages the pin holes 90 in theflanges of the saddles assembly 78, thereby locating the spacer assembly92 with respect to the saddles assembly 78. The saddle of the spacerassembly 94 will be hereinafter referred to as the ‘spacer saddle’ toclearly differential it from the saddle of the saddle assembly. Thelower portion of the spacer saddle 96 that engages the saddle of thesaddle assembly 78 will be referred to as the ‘saddle rest’. A resilientliner 95 may be disposed on the top of the spacer saddle 94 to protectthe finish of the tower section (not shown) and to accommodate slightvariations between the shape of the spacer saddle 94 and the shape ofthe tower section exterior (not shown).

Reference is directed to FIG. 19, FIG. 20, and FIG. 21, which are an endview, top view, and side view drawing, respectively, of the spacerassembly 92 discussed in regards to FIG. 18, and according to anillustrative embodiment of the present invention. The spacer assembly 92includes a spacer saddle plate 94, which is formed to conform to thesupported portion of the tower section profile, and which is terminatedwith a pair of bends to flanges 98 for engaging and underlying saddlesassembly 78. The flanges 92 each have a locator pin 100 fixed thereto,and aligned to engage the aforementioned pin holes 90 in the saddleassembly 78. Three web plates 96 are cut to adapt between the spacersaddle plate 94 and the saddles of the saddle assembly (not shown).There is no bottom plate required from the spacer assembly 92, sincethere is adequate strength when the two assemblies are joined. The lowerportion of the web plates 96 are referred to as the saddle rest, sincethey engage the underlying saddle and rest thereupon.

Reference is directed to FIG. 22 which is an end view drawing of a splitspacer assembly 102 engaged with the saddle assembly 78 described withregards to FIG. 15, and according to an illustrative embodiment of thepresent invention. The saddle of the saddle assembly 78 provides thesupport surface for two halves of the split spacer assembly 102. Thesplit spacer assembly 102 is comprised of two substantially identicalhalves, which together form a single function spacer assembly. Thebenefit of this arrangement is that each half is more compact, easier tohandle, and lighter in weight, as well as stronger than a single fullspacer assembly. The split spacer assembly is together have a pair ofpins 114, one each fixed to each half of the split spacer assembly 102at their flanges 112, which engage the aforementioned pin holes in theflanges of the saddles assembly 78, thereby locating the split spacerassembly 92 with respect to the saddles assembly 78. However, since thesplit spacer assembly 102 is divided in the center of its web section,the location with respect to the saddle assembly is not as secure. Toaddress this issue, a pair of locator clips 116 are fixed to the eitherside of the webs of both halves of the split spacer assembly 102. Theclips 116 may be short sections of angle iron that are fixedlypositioned to engage the sides of the saddles assembly 118, therebypreventing movement and retaining the split spacer 102 halves on thesaddles assembly 78. A resilient liner 106 may be disposed on the top ofthe spacer saddle 94 to protect the finish of the tower section (notshown) and to accommodate slight variations between the shape of thespacer saddle 94 and the shape of the tower section exterior (notshown).

Reference is directed to FIG. 23, FIG. 24, and FIG. 25, which are an endview, top view, and side view drawing, respectively, of the split spacerassembly 102 discussed in regards to FIG. 22, and according to anillustrative embodiment of the present invention. The split spacerassembly 102 includes the two halve 103 and 105, which are essentiallyidentical. Each half 103, 105 includes a spacer saddle plate 108, whichis formed to conform with the requisite tower section profile, and whichis terminated with a bend to a flange 112 for engaging the underlyingsaddles assembly. The flanges 112 each have a locator pin 114 fixedthereto, and aligned to engage the aforementioned pin holes in thesaddle assembly 78. Each half includes three web plates 110 that are cutto adapt between the spacer saddle plate 108 and the saddle of thesaddle assembly (not shown). There is no bottom plate required for thesplit spacer assembly halves 103, 105, since there is adequate strengthwhen the three assemblies are joined. Each split saddle halve 103, 105includes a pair of locator clips 116 that car short lengths of angleiron or bent plate, and which are welded to the web plates 110, andaligned as described hereinbefore.

Reference is directed to FIG. 26, which is a section view drawing of atower 122 loaded on a flatcar 118 according to an illustrativeembodiment of the present invention. This illustrative embodimentpresents an application of the present invention for use with apolygonal tower profile 122. The saddle assembly 120 includes a saddlethat conforms to the shape of the tower, but is otherwise the samedesign, which has been described hereinbefore.

Reference is directed to FIG. 27, which is a section view drawing of asmaller circumference portion of tower 122 loaded on the flatcar 118discussed in regards to FIG. 26, and according to an illustrativeembodiment of the present invention. This embodiment presents a spacerassembly 124 that is adapted to a polygonal tower profile 122. The lowerportion of the spacer assembly 124 has a saddles rest that conforms tothe polygonal saddle profile of the saddle assembly 120, and a spacersaddle that conforms to the supported portion of the polygonal tower.

Reference is directed to FIG. 28, which is a section view drawing of atower 132 loaded on a flatcar 126 according to an illustrativeembodiment of the present invention. This embodiment presents anapplication where the spacer assembly 130 adapts between two differentprofiles. The saddles assembly 128 includes a circular profile, as hasbeen discussed hereinbefore. The saddle spacer 130 includes a lowersaddle rest that conforms to the circular saddle, and a spacer saddlesthat conforms to the polygonal tower profile illustrated. These examplesdemonstrated that flexibility of the present inventive systems andmethods.

Reference is directed to FIG. 29 and FIG. 30, which are an end viewdrawing and a side view drawing, respectively, of an adaptable stop oradaptable foot according to an illustrative embodiment of the presentinvention. The adaptable stop or foot is disposed between the railcar134 and a tower section 136. The advantage of the adaptable stop or footis that a deck bracket can be permanently fixed to the deck of therailcar 134, and with a suitable stop adaptor or load adaptor selectedto accommodate the physical arrangement of the specific tower sectionbeing transported. The difference between a stop and a foot is that afoot is designed to carry the weight of the tower section, whereas afoot is designed to primarily resist lateral and longitudinal movementof the tower section with respect to the deck of the railcar. For theremainder of this discussion, the word ‘stop’ will be used, while it isunderstood that the structure is also applicable to a foot. The deckbracket consists of plural gusset plates 146 that are welded to the deckof the railcar 134. A mounting plate 142 is welded to the gussets 146,and has plural bolt holes for accommodating plural bolts 150. The pluralbolts 150 are used to attach a stop adaptor (or load adaptor). The stopadaptor consists of an adaptor plate 148 and plural spacing ribs 149.The adaptor plate has additional bolt holes to accommodate pluralmounting bolts 152, which are located and spaced to suit the particulartower section 136 that is to be transported. The tower section 136includes a flange 138 with a bolt circle, through which the pluralmounting bolts 152 are connected. In this manner, a single mountingbracket can remain fixed to the railcar, while plural stop adaptors canbe utilized to adapt to plural different tower section configurations.

Thus, the present invention has been described herein with reference toa particular embodiment for a particular application. Those havingordinary skill in the art and access to the present teachings willrecognize additional modifications, applications and embodiments withinthe scope thereof.

It is therefore intended by the appended claims to cover any and allsuch applications, modifications and embodiments within the scope of thepresent invention.

1. A system for transporting a tower, having a first end, a second end,and an elongated portion therebetween, on a railcar having a deck forcarrying a load, the system comprising: a first support means fordisposition between the railcar and the tower at a first location, andadapted to support the tower above the deck; a first saddle assemblyhaving a base for resting upon the deck of the railcar, and a saddlethat conforms to the shape of a large tower, said saddle assemblyadapted to support the tower above the deck, and a spacer assembly, fordisposition between said saddle of said first saddle assembly at asecond location along the elongated portion of the tower, and having asaddle rest that conforms to the shaped of said saddle, and a spacersaddle that conforms to the shape of the elongated portion of the towerat said second location.
 2. The system of claim 1, further comprising: adeck bracket fixed to the deck of the railcar, and wherein said firstsaddle assembly includes a mount fixed thereto, and wherein said mountis removably engaged with said deck bracket, thereby fixing said firstsaddle assembly to the deck of the railcar.
 3. The system of claim 2,and wherein said mount is a gusset fixed to said first saddle assembly,and wherein said deck bracket and said mount are engaged with aremovable pin or bolt.
 4. The system of claim 1, and wherein said firstspacer assembly is located with respect to said first saddle assemblywith a corresponding locator pin and locator pin hole.
 5. The system ofclaim 1, and wherein said first spacer assembly further comprises: a webportion disposed between said saddle rest and said spacer saddle, and abracket fixed to said web portion and aligned to engage the sides ofsaid saddle of said first saddle assembly, thereby retaining said firstspacer assembly to said first saddle assembly.
 6. The system of claim 1,and wherein said spacer assembly is split into two halves.
 7. The systemof claim 1, further comprising: a resilient saddle liner disposedbetween said spacer saddle and said second location along the elongatedportion of the tower, and wherein said resilient saddle liner has athickness in the range of 0.25 inches to 2.0 inches.
 8. The system ofclaim 1, and wherein said first support means is a support foot fixed tothe deck of the railcar and connected to the first end of the tower. 9.The system of claim 8, and wherein said support foot further comprises:a deck bracket fixed to the deck of the railcar; a load adaptor disposedbetween said deck bracket and the first end of the tower, and whereinsaid load adapter includes plural connections means adapted to connectto plural tower configurations.
 10. The system of claim 1, and whereinsaid first support means is a second saddle assembly that issubstantially the same as said first saddle assembly, and wherein saidfirst location is disposed along the elongated portion of the tower inan area having a larger circumference that at said second location. 11.The system of claim 1, further comprising: a stop fixed to the deck ofthe railcar and engaged to the second end of the tower, to resistlongitudinal and lateral movement therebetween.
 12. The system of claim11, and wherein said stop further comprises: a deck bracket fixed to thedeck of the railcar, and a stop adaptor disposed between said deckbracket and the second end of the tower, and wherein said stop adapterincludes plural connections means adapted to connect to plural towerconfigurations.
 13. The system of claim 1, wherein the tower iscomprised of plural disassembled tower sections, and wherein theassembled tower generally tapers from a first end to a second end, thesystem further comprising: plural saddles assemblies that aresubstantially identical and disposed upon plural railcars; plural spacerassemblies, each having a spacer saddles, disposed upon said pluralsaddles assemblies, and wherein the size of said plural spacers saddlesare graduated to accommodate the tapered profile of the plural towersections.
 14. The system of claim 1, and wherein said saddle is arcuate.15. The system of claim 1, and wherein said saddle is polygonal.
 16. Thesystem of claim 1, and wherein said spacer rest and said spacer saddlesare shaped to adapt between different tower elongated section profiles,selected from round, elliptical, triangular, square, and polygonal. 17.The system of claim 1, wherein the system is for further transporting asecond tower section on second railcar having a deck for carrying aload, and wherein the tower and the second tower section are for joininginto a unified tower assembly, and wherein the second tower sectionoverhangs a first end of the second railcar, the second railcar beingcoupled to the railcar, and wherein: said first support means is asecond saddle assembly that is substantially the same as said firstsaddle assembly, and wherein said first location is disposed along theelongated portion of the tower in an area having the substantiallylargest circumference of the unified tower assembly, the system furthercomprising: a third saddle assembly and a fourth saddle assembly thatare substantially identical to said first saddle assembly disposed uponthe deck of the second railcar for supporting the second tower sectionthere above; a second spacer assembly, configured substantially the sameas said first spacer assembly except that a second spacer saddleconforms to the shape of the elongated portion of the second towersection at a third location second location, said second spacer assemblydisposed between said third saddle assembly and said second towersection at said third location; a third spacer assembly, configuredsubstantially the same as said first spacer assembly except that a thirdspacer saddle conforms to the shape of the elongated portion of thesecond tower section at a fourth location, said third spacer assemblydisposed between said fourth saddle assembly and said second towersection at said fourth location, and wherein the second tower section isoriented above the second railcar such that overhang of said secondtower section extends over the railcar without interference with thetower disposed thereupon.
 18. A method for transporting a tower, havinga first end, a second end, and an elongated portion therebetween, on arailcar having a deck for carrying a load, using a first support means,a first saddle assembly having a base and a saddle that conforms to theshape of a large tower, and a spacer assembly having a saddle rest thatconforms to the shaped of the saddle and a spacer saddle that conformsto the shape of the elongated portion of the tower, the methodcomprising the steps of: disposing the first support means between therailcar deck and the tower at a first location; resting the base of thefirst saddle assembly upon the deck of the railcar; engaging the saddlerest of the spacer assembly with the saddle of the first saddleassembly, and aligning the spacer saddle to conformally engage theelongated portion of the tower at a second location, and therebysupporting the tower above the railcar deck.
 19. The method of claim 18wherein the first saddle assembly includes a mount fixed thereto, themethod further comprising the steps of: fixing a deck bracket to thedeck of the railcar, and removably engaging the mount of the firstsaddle assembly with the deck bracket, thereby fixing the first saddleassembly to the deck of the railcar.
 20. The method of claim 18, furthercomprising the step of: locating the first spacer assembly with respectto the first saddle assembly using a corresponding locator pin andlocator pin hole.
 21. The method of claim 18, further comprising thestep of: disposing a resilient saddle liner between the spacer saddleand the second location along the elongated portion of the tower. 22.The method of claim 18, wherein the first support means is a supportfoot including a deck bracket and a load adapter having pluralconnection means adapted to plural tower configurations, the methodfurther comprising the steps of: fixing the deck bracket to the deck ofthe railcar, and disposing the load adaptor between the deck bracket andthe first end of the tower, thereby supporting the tower above the deckof the railcar.
 23. The method of claim 18, wherein the first supportmeans is a second saddle assembly that is substantially the same as thefirst saddle assembly, the method further comprising the step of:selecting the first location along the elongated portion of the tower inan area having a larger circumference that at the second location. 24.The method of claim 18, further comprising the step of: fixing a stop tothe deck of the railcar and engaging the stop to the second end of thetower, thereby resisting longitudinal and lateral movement therebetween.25. The method of claim 24, wherein the stop includes a deck bracket anda stop adaptor having plural connection means adapted for plural towerconfigurations, the method further comprising the steps of: fixing thedeck bracket to the deck of the railcar, and disposing the stop adaptorbetween the deck bracket and the second end of the tower.
 26. The methodof claim 18, wherein the tower is includes plural disassembled towersections, and wherein the assembled tower generally tapers from a firstend to a second end, the method further comprising the steps of:disposing plural saddles assemblies that are substantially identicalupon plural railcars; disposing plural spacer assemblies, each having aspacer saddle that is graduated to accommodate the tapered profile ofthe plural tower sections, upon the plural saddles assemblies, andresting the plural tower sections upon the first saddles assembly andthe plural spacer saddles.